Railway car underframe support



7, 1955 J. E. CANDLIN, JR

RAILWAY CAR UNDERFRAME SUPPORT 4 Sheets-Sheet 1 Filed Feb. 2, 1950 DO[1U Dec. 27, 1955 J. E. CANDLIN, JR 2,728,305

RAILWAY CAR UNDERFRAME SUPPORT Filed Feb. 2, 1950 4 Sheets-Sheet 2 mHwmmwi:

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RAILWAY CAR UNDERFRAME SUPPORT 4 Sheets-Sheet 3 Filed Feb. 2, 1950 IIIQlllll W %m M. v

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RAILWAY CAR UNDERFRAME SUPPORT 4 Sheets-Sheet 4 Filed Feb. 2. 1950INVENTOR. Jamejzamwufr.

Uited tates Patent 2,728,305 RAILWAY CAR UNDERFRAME SUPPORT James E.Cantllin, Jr., Chicago, Ill., assignor to Pullman- Staudard CarManufacturing Company, Chicago, Ill., a corporation of DelawareApplication February 2, 1950, Serial No. 142,069 21 Claims. (Cl. 105454)The invention relates to railway cars of the type in which the car bodyis cushioned on the underframe which is supported on the wheeled trucksand to which the draft rigging is connected.

One object of the invention is to provide a railway car with resilientcushioning devices responsive to movement of the underframe relativelyto the car body produced by operating forces or impact and meanscontrolled by the cushioning action of said devices for lifting the carbody against gravitational acceleration.

Another object of the invention is to provide a railway car withcushioning devices in which resilient pads of elastic material areactuated by movement of the underframe relatively to the car bodyproduced by operating forces or impact, for lifting the car body againstgravitational acceleration.

Another object of the invention is to provide a railway car withcushioning devices between the underframe and the car body in whichelastic pads are subjected to combined compression and shear, the padsincluding sections of elastic material, such as rubber, and platesinterlaid between the sections for increasing the resistance againstboth shear and compression.

Another object of the invention is to provide cushioning units betweenthe underframe and the car body, embodying elastic pads actuatedresponsive to relative movement of the underframe and the car body inopposite directions.

Another object of the invention is to provide cushioning units betweenthe underframe and the car body which can be readily installed and areefficient in operation.

Another object of the invention is to provide cushioning and liftingdevices between the underframe and the car body which embody inclinedelastic pads and wedge devices for lifting the car body.

Another object of the invention is to provide a railway car withcombined cushioning and lifting devices between the car body and theunderframe whereby the ends of the car body will be differentiallylifted against gravitational acceleration.

Another object of the invention is to provide a railway car withcushioning and lifting devices between the underframe and the car bodywhich include elastic pads with inclined elements to which the upper andlower faces of the pads are secured, the pads being deformable bycompression and shear for lifting the car body responsive to relativemovement of the underframe and the car body produced by impact oroperating forces.

Another object of the invention is to provide a railway car withcushioning units between the underframe and the car body which includeinclined elastic or resilient pads having upper and lower faces andwedge devices engaging and separable from the car body, and means forshifting the wedge devices responsive to deformation of the pads.

Other objects of the invention will appear from the detaileddescription.

The invention consists in the several novel features hereinafter setforth and more particularly defined by claims at the conclusion hereof.

In the drawings:

Fig. 1 is a side elevation of the lower portion of a railway carexemplifying the invention;

Fig. 2 is a transverse section taken on line 2--2 of Fig. l, the bolsterbeing shown in elevation;

Fig. 3 is a longitudinal section illustrating the draft rigging appliedto the underframe at one end of a railway car;

Fig. 4 is a view of one of the cushioning units between the underframeand the car body, the elastic pads being illustrated in their normal orassumed position when the underframe is normally positioned relativelyto the car body;

Fig. 5 is a transverse section taken on line 5-5 of Fig. 4;

Fig. 6 is a perspective view of the bracket which is secured to the bodybolster and provided with inclined bearings for the lower faces of theelastic pads;

Fig. 7 is a perspective of the bearing which is secured to one of theupper faces of one of the elastic pads of each cushioning unit;

Fig. 8 is a detail perspective of one of the elastic pads;

Fig. 9 is a side elevation, parts being shown in section, of thecushioning units at one side of the car, in the position assumed whenactuated by impact which moves the bolsters on the underframe in onedirection relatively to the underframe of the car body;

Fig. 10 is a similar view of one of the cushioning units in the positionassumed when actuated by impact which moves the bolsters in the oppositedirection relatively to the car body;

Fig. 11 is a longitudinal section, parts being shown in elevation, of amodified form of the invention;

Fig. 12 is a longitudinal section, parts being shown in elevation, ofthe cushioning units at one side of both ends of the car of theconstruction shown in Fig. .11, in the position assumed when actuated byimpact which produces movement of the bolsters relatively to the carbody in one direction; and

Fig. 13 is a section taken on line 13-13 of Fig. 11.

The invention is exemplified in a railway freight car comprising acar-body, generally designated 20, which includes side-sills 22 whichare angular in cross-section, and a floor 26 of any suitableconstruction, with suitable crossbearers and reinforcement, all suitablysecured together.

The car comprises an underframe which includes a longitudinal centersill 30 and bolsters 28 fixed to said sill adjacent the front and rearends of the underframe. The bolsters 28 are supported on wheel-equippedrailway trucks 31 of any suitable construction. Each truck includes aspring-supported bolster 32 on which a bolster 28 of the underframe ismounted for pivotal movement, as well understood in the art.Conventional draft rigend of the underframe includes couplers, yokes,draft gear strikers and back-stops supported on the underframe, as wellunderstood in the art. The car body is movable vertically andlongitudinally relatively is supported and cushioned thereon by thedevices hereinafter described.

The invention provides cushioning units or devices between theunderframe and the car body which cause the car body to be liftedagainst gravitational acceleration and utilize the weight of the carbody and its load in cushioning the parts when subjected to operatingstresses or impact. Cushioning units are interposed between the end ofthe bolsters 28 of the underframe and the car body. The cushioning unitsat the sides of the car are alike in construction. The units comprise,in the preferred construction, oppositely inclined elastic or resilientpads 3 actuate the oppositely inclined pads. During each actuation ofthe cushioning devices the pads of one inclination will be unloaded.

The elastic pads which are subjected to shear and compression functionto isolate vibrations" which will protect the car body and ladingagainst high frequency vibrations originating from wheel and railcontact which are transmitted through truck springs of conventionalrailway cars to the car body and lading and also. to isolate highfrequency vibrations due to metal contacts of car components movinglongitudinally or laterally. The rubber in shear in the pads augmentstruck-spring deflection and thereby increases the overall deflectionwithout affecting coupler heights. These elastic. pads also function tocushion horizontal shocks applied in lateral or oblique directions. Inthe operation of these cushioning units, which include oppositelyinclined elastic pads, the movement of the underframe relatively to thecar body in one direction transfers. the vertical bolster reaction topads having like inclination and subjects said pads to shear andcompression while the pads of opposite inclination are unloaded. Theunloading of one pad of each cushioning unit relieves the rubber in thepad from stresses and improves the service life of the pad. The unloadedpad is available for cushioning recoil movements which are opposite indirection from those which loaded the actuated pad. The elastic pads arenot subjected to undesirable tension.

In the exemplification of the invention shown in Figs. 1

to 10, each cushioning unit includes a pair of oppositely inclined ordownwardly divergent elastic pads, generally designated 36 and 37. Eachpad has upper and lower longitudinally and vertically inclinedsubstantially parallel faces and is composed of sections 43 of elasticmaterial, such as rubber of suitable density for supporting andcushioning the load, and plates 44 interlaid between the sections ofmaterial, a bottom plate 45 and a top plate 46. The sections of elasticmaterial and the faces of plates 44, 45 and 46 are vulcanized together.The plates bonded to the rubber sections increase the resistance toshear and compression during actuation of the pads. The top and bottomfaces of each pad formed by plates 45 and 46 are inclined vertically andlongitudinally of the car body and substantially parallel.

Relative movement of the upper and lower portions of each pad deforms oractuates the pad for: effecting a wedging or camrning action which isutilized in lifting the car body againstgravitational acceleration.Thelower portion of each pad. is fixed for movement with a bolster 28which is rigid with theunderfratne and the upper portion of each pad hasassociated therewith-means for abutting relation with a part mounted. onthe car body, so. that when the lower pprtion of the pad is shifted ordeflected by the bolster, relatively to the car body, the abutting meanson the upper portion of the pad will impart lifting movement. to thecarbody against gravitational acceleration. This, abutting relation is ofsuch character that when one of the pads of eachv pair is actuated, theother pad will be unloaded. Each of the pair of oppositely inclinedpads36 and 37 is mounted on a bracket 50 which isv secured by screw studs 51to the top of a bolster 2.8. The lower plate 45 of each pad is securedby screw studs and nuts 51 to an. inclined support or bed 47 which maybe formed of plate metal and welded to bracket 50.. A central web-plate64 and an inclined plate 69' are. welded: tothe plate 47 and to thebracket 50- for each pad 37. A central web-plate is welded to the plate47 and bracket 50' and a plate 68 is welded to the plate 47 andacross-wall 67, for each pad 36.

Each cushioning unit also comprises a bracket, generally designated 60',which is secured by screw studs 61 to the underside of the horizontalflange of a side sill of the car body and overlies the pads 36 and. 37.Side plates 62 may be welded to bracket 60 for housing the elastic pads.

The pads 36 and 37 of each unit have their upper plates 46 secured byscrew studs 53 to wedging means which comprises an inclined bearingplate 52 and an element which is fixed to plate 52 and includes a horizontal member 55 which is separable from and adapted to bear against thebracket which is secured to a sill 22 of the car body, and a dependingleg or member 56 which is adapted to abut against a cushioned. stop 58which is secured by screw studs 59 to a cross-wall 57 welded to bracket60. Each plate 52 and members 55 and 56- function in coaction with theinclined support 47 as wedging or camming means for lifting bracket 60and the car body by deformation of the inclined pad between inclinedplate 52, and support 47, which result from deflection of the lowerinclined pad-supports 47 which are movable. with the bolster relativelyto the wedge means on the top of the pad when it is. engaged withbracket 60. The leg 56 is separable from and adapted to abut against acushioned stop 58 on one end of the bracket 66 which is fixed to. thecar body. Normally, the pads 36 and 37 and their associated devices arepositioned and correlated as illustrated in Fig. 4. The car body is thenresiliently supported on the pads. Impact or operating forces applied toa bolster 28 in one direction will cause the pad 36 at the struck endand the pad 37 at the opposite end of the car to be actuated as theirassociated wedge devices are restrained by the stops 58. on the brackets60 which are rigid with the car body. This actuation or deformation ofthe pads will operate said wedge devices to lift bracket 60 and the carbody against gravitational acceleration. When shock forces are appliedto a bolster 23 in the opposite direction the inclined pad; 36 of thecushioning device at one end and the cushioning pad 37' at the other endwill be actuated to cause their associated wedge devices to lift thebrackets 6i) and the car body relatively to the bolster. During theactuation of the pads having the same inclination in the cushioningunits, the oppositely inclined pads of each unit will be unloaded. Theunloaded. pads and their wedge devices are longitudinally movable with abracket 56'.

Each bracket 5%) is provided with a central upstanding cross-wall 67,which is provided with a cushioned stop or abutment 66 which is securedby screw studs and nuts 67" to one side of said cross-wall. The member55 of the wed'ging device associated with each pad. 37 is extended andis provided at its inner end with a depending abutment adapted tovengage the cushioned stop 66. Stops 5'8 and 66 are preferably composedof sections of elastic material, such as rubber and, face platesvulcanized thereto. The stop. 65 is adapted to. engage and compress thecushioned abutment 66 when the pad 37 is deformed by impact of.sufiicient magnitude imparted to the associated bolster 28, as indicatedat the right-hand side of Fig. 9. The engagement of abutment 65 and stop66 restricts the longitudinal movement of the wedging device associatedwith said elastic pad 37 for restraining the deformation of said pad byits associated stop 58 when the cushioned stop 66 is subjectedtocompression. When impact, occurs the reaction which takes place at thestruck end, of the car is greatest in magnitude. This impact causeslongitudinal tilting of the car body with less reaction at thelongitudinal center of gravity of said body. The reaction at the bodybolster at the struck end of the car is greatest and the reaction at thebody bolster at the opposite end of the car is lessin magnitude. Inconsequence greater vertical force for lifting the car body will be.produced by the pads at the struck end of the car while lower liftingforces. will be produced by the pads at the opposite end of the car, orresult in, differential lift at. the ends of the car body, dependingupon which end the. impact is applied. The limit, stops 65 and 66 q arecharacterized by coming into action only at the end of the car which isremote from the impacted end, where lesser stresses due to horizontalforces are delivered to the bolster, while the stops 65 and 66 at thehighly stressed bolster at the struck end of the car will not beengaged. This causes the bolster at the struck end of the car to berelieved of positive stop stresses, and the pads at that end of the carto limit the reaction of said bolster. With this construction thestresses in both bolsters are offset. The stresses due to verticalforces at the remote end of the car are diminished, which permits addingstresses to horizontal forces without increase of material in thebolster structure.

The operation of the railway car with the cushioning devices exemplifiedin Figs. 1 to will be as follows: Normally, the cushioning devices willall be positioned as illustrated in Fig. 4. Brackets 60 on the car bodywill bear upon the members 55 of the devices for the pads 36 and 37 ofthe cushioning devices at both ends of the car. The elastic pads will beunder compression and resiliently support the members 55 of the wedgedevices and vertically cushion the car body resting thereon. Thedepending members 56 on the pads will engage the cushioned stops 58 onabutments 57, respectively, on the brackets 60 which are fixed to thecar body and horizontally cushion the car body. The oppositely inclinedpads of each cushioning unit will cushion the car body vertically andlongitudinally and the propelling forces will be transmitted from thebolsters 28 through a pair of pads inclined in the same direction andcushioned stops 58 to the car body. When operating forces or impacts areapplied to the bolsters 28 which cause the bolsters to move relativelyto the car body, the elastic pads which are inclined in the samedirection will be subjected to compression and shear. When operatingforces or impacts are applied to the bolsters 28 which will cause themto move relatively to the car body in the direction indicated by thearrow in Fig. 9, the pads 36 of the cushioning units mounted at thestruck end of the car will be actuated between their upper wedge devicesand inclined supports 47, at the left-hand side of Fig. 9 and theelastic pads 37 at the right-hand side of Fig. 9 will be similarlyactuated. This deformation of the pads will operate the members 55engaging a bracket 60 and the member 56 engaging a stop 58 to lift thebracket 60 by a wedging or camming action. The elastic pads 37 in thecushioning units at the struck end of the car and the elastic pads 36 atthe end of the car remote from the struck end will be unloaded. Themovement of the bolsters 28 which are rigidly connected by the centersill 3t), relatively to the car body will subject the elastic pads 36 atone end and the elastic pads 37 at the opposite end to compression andshear stresses between the plates 55 and inclined supports 47 for saidpads and deform said pads in degree proportionate to the magnitude ofthe shock or impact. The actuation or deformation of said pads 36 and 37will operate their respective upper wedge units to wedge or cam the carbody upwardly relatively to the bolster 28 proportionately to themagnitude of the deformation of the elastic pads. The rubber in theactuated pads will be subjected to shear and compression to isolatevibrations for protecting the car body and lading against high frequencyvibrations originating from wheel and rail contact and the highfrequency vibrations due to metal contacts or car components movinglongitudinally or laterally. The rubber-in-shear augments the trucksspring deflection and increases the overall resilient deflection withoutaffecting the coupler heights. The pads are effective in cushioning thecar body for shocks applied in horizontal lateral or oblique directions.The unloading of one elastic pad in each cushioning unit relieves therubber in said pad from stresses. The unloaded pads may cushion therecoil or rebound. When impacts are applied to the bolsters in theopposite direction to that indicated by the arrow in Fig. 9, the pads 37at the left end and the pads 36 at 1 devices at the remote end.

the right end will be actuated in like manner to lift the car bodyagainst gravitational acceleration, and the pads 37 at the right end andthe pads 36 at the left end will be unloaded.

Severe impact applied to the bolster at one end of the car tends toincrease the reaction of the bolster at the struck end, to decrease thereaction of the bolster at the opposite end which is remote from thestruck end, and to longitudinally tilt the car body. This causes thebolster at the struck end to deform the actuated pads at the struck end(left end in Fig. 9) to produce greater lifting stresses on the car bodyat the struck end, and the deformed pads at said opposite end (right endin Fig. 9) of the car will produce relatively less lifting stresses. Theactuated pad 36 at the struck (left) end will not be restricted and theactuated pad 37 at the opposite (right) end of the car will be checkedby the abutment 56 and stop 58. When the impact is applied to the righthand bolster 28 in Fig. 9, the pad 36 at that end will be actuated andthe stop 58 at the left hand end will arrest said pad 36 while the stopfor the pad 36 at the struck end remains ineffective. This difference indeflection of said pads will cause lift of the car body greater indegree at the struck end than at the opposite end to more efiicientlyrelieve or cushion the bolsters and the car body at the struck endagainst high stresses due to severe impact reactions.

As an example, but not a limitation, with a predetermined constructionof the cushioning units, when the bolsters receive severe couplerimpacts of suflicient magnitude to horizontally deflect the bolsters 4%"relatively to the car body, the pads 36 at the struck end of the carwill be deformed, and with an increase of compression of ,3 in theassociated cushioned stops 58, the upper wedging devices on said padswill be deflected 4%," relatively to their inclined supports 47 on thebolsters. This deflection may effect a lift of 1%" of the car bodyrelatively to the bolster at the struck end. At the end of the car(right end of Fig. 9) remote from the struck end, the depending leg 65on the actuated pad 37 will engage and compress the cushioned stop 66and arrest the deflection of the pad 37. With a compression of /4" incushioned stop 66 and a compression of A" in the cushioned stop 58associated with said pad, the deflection of the wedge device relativelyto the inclined support 47 will be about 3% This deflection may effect alift of 1 3 of the car body relatively to the bolster at said'remote endof the car. As a result of the differential lift of the car body againstgravitational acceleration between the struck end of the car and the endremote therefrom, the cushioning devices at the struck end pro videgreater and more eflicient relief from high stresses due to severeimpact reactions by means of greater vertical reactions than thoseproduced by the cushioning When the severe impact is in the oppositedirection from that indicated by the arrow in Fig. 9, the pad 36 will bedeformed as illustrated in Fig. 10 and the pad 37 at the opposite end ofthe car will be restricted in its deflection to produce lesser lift thanthe actuated pad 36.

During the lowering of the car body after it has been lifted, theunloaded pad in each cushioning unit will cushion the rebound of the carbody.

In practice, there is some clearance or lateral play between thebrackets which are fixed to the bolsters 28 and the brackets which arefixed to the car body. The pads 36 and 37 are deformable in a degree bythis rela tive lateral movement so that they function to cushion the carbody laterally as well as vertically and longitudinally.

The action of the cushioning units in lifting the car body augments thetruck-spring travel without affecting coupler height, which. reduces theoverall spring rate and improves the riding qualities of the car. Thecushioning units also function to isolate, high. frequency vibrationoriginating. from the travel of the. car wheels on steel rails, and:improve. the. riding qualitiesof the car. These improved ridingqualities will result in substantially decreasing lading damage.

Each cushioning unit, in the modification illustrated. in Figs. 11 to13, includes a pair of elastic pads which are inclined and downwardlyconvergent and wedge devices which engage an abutment which is. movablewith the car body and is centrally disposed longitudinally between thepads. This cushioning unit comprises a bracket 7% which is secured tothe bolster 28 by screw studs 71; a bracket 73 which is secured by screwstuds 74 to one of the side sills 22 of the car body; a pair oflongitudinally and vertically inclined elastic pads, generallydesignated 75 and 7.6,. each of which is composed of sections 77' ofelastic material and plates 78 interlaid between and on the faces of,and vulcanized to, the elastic sections; an inclined bed or support 79rigid with bracket 70 and to the top face of which the lower face of apad is secured by screw studs 81; a wedging unit for each pad whichincludes an inclined plate 82 to the top face of which a pad is securedby screw studs 83, a horizontal member 85 adapted to bear against theunderside of bracket 73 anda depending leg or member 86 all fixedlysecured or welded together; a cushioned stop 87 for each wedge unitsecured by screw studs 38 to the inner face of 21 depending leg 86; acrosswall 9t} welded or fixed to bracket 73 which functions as anabutment for cushioned stops 87; and a crosswall 92 integral with orwelded to and adjacent one end of bracket 73, which has secured theretoby screw studs 93, a cushioned stop 94 which is adapted to be engaged byan abutment 95 on the outer end of inclined support 79 for pad 78. Thebracket 73 is provided with depending side-walls 96 for housing the padsand the wedge units. The side plates 96 of bracket 73 are provided withhorizontal channels 98 adjacent their lower ends and bracket 70 isprovided with outturned. ribs 99 which extend into the said channels,for positively limiting the upward movement of the car body relativelyto the bolsters 28. Steps 87 and 94 are each composed of a section ofelastic material having face-plates secured thereon.

The operation of the cushioning devices exemplified in Figs. 11 to 13will be as follows: Normally, the cushioning devices will be positionedand correlated as illustrated in Fig. ll; bracket 73 will bear upon thehorizontal members 35 of the wedge devices for pads 75 and 76 andcushioned stops 87 on legs 86 of the wedge devices will engage oppositesides of abutment wall 9!) on bracket 73. The elastic pads will be undercompression and yieldingly support the wedge units and, bracket 73 onthe car body will rest. on horizontal members 85. The propelling forceswill be transmitted from. the. bolsters 2.3 through the inclined elasticpadsv having the same inclination and the cushioned stop 87 to the carbody. The car body will be cushioned vertically and longitudinally. Whenoperating forces or impacts are applied to the bolsters 28 which causethem to move relatively to the car body in the direction indicated bythe arrow in Fig. 12, the pad 75 in each cushioning unit inclined in thesame direction will be subjected to compression and shear and itsassociated cushioned stop 37 will be compressed, and their wedgedevices, as illustrated in Fig. 12-, will lift bracket 73 and the carbody against gravitational acceleration. The oppositely inclined pads 76will be simultaneously unloaded. When impacts or operating stresses areapplied in the. opposite direction, the oppositely inclined elastic pads76 will be actuated. to operate their wedge devices to lift the car bodyproportionately to the deflection between the inclined plates 82 and thesupporting plate 79 for said pads. When severe impact, such as couplerimpacts, are applied to bolsters 28, in the. direction of the arrow inFig. 12, the; pad; 75 at the struck end (left) of the; car will lift.the car body upwardly against. gravitational acceleration until the stop94 engages: stop 95 on the bolster at theopnosite end or the.canandarrests. thoholster at. the. rightaendt 'lZhis results in. apredetermined increase. in the hit of the car. body at the struck endand a. relatively lesser lift at its oppositeendl. When the impacts arein the opposite. direction, the pads. 76 will be actuated to lift thecar body until the stop: 92.atthe end remote from the struck end arreststhe longitudinal movement of the bolster at, the left end with greaterlift of the car body occurring; at the: struck end than at. the rightend.

The invention exemplifies arailway car with cushioning devices betweenthe. underframe to which the draft forces are applied and a car. bodymovable. vertically and longitudinallyrelatively to the underframe inwhich the weight of the car body and its load are utilised. Theinventionalso exemplifies a railway car with cushioning elements in.which deformable elastic pads are utilized and subjected to compressionand-shear andwhich. during their actuation lift the car body againstgravitational acceleration. under operating forces or impact in oppositedirections. The. invention. also exemplifies cushioning units ofv thistype which are adapted to be readily installed between the ends of thebody bolsters of the underframe and the car. body. The invention alsoexemplifies cushioningdevices of this type which are simple in construction and efficient in shock absorption.

The invention is not to be understood as restricted to the details setforth since these may be modified within the scope; of the. appended.claims without departing from the spirit and. scope of the invention.While parts have been described in the form of. weldments, it is to beunderstood, that other. constructions may be substituted.

Having thus. described. my invention, what I claim as new and, desire.to secure by Letters Patent is:

l. A railway car comprising an underfrarne supported by wheeled trucks;at car body overlying and movable longitudinally and. verticallyrelatively to the underframe; cushioning units. between the underframeand the car body, each including a pair of oppositely vertically andlongitudinally inclined elastic pads deformable by shear andcompression, responsive to longitudinal movement of the underframerelatively to the car body produced by operating forces or impact, wedgedevices operable by the pads respecively to lift the car body relativelyto the underframe, e? :h Wedge device including an upper member on whichthe car body is supported, and an endwise stop-member, and abutmentmeans on the underframe engageable by said end-stops, one of the wedgedevices being unloaded when the other is actuated to lift the car body.

2'. A railway car comprising: an undcrframe sup ported by wheeledtrucks; at car body overlying and movable. longitudinally and verticallyrelatively to the underframe; cushioning units between the underframeand the car body, each including a pair of downwardly (lvergentvertically and longitudinally inclined elastic pads deformable by shearand compression responsive to longitudinal movement of the underframerelatively to the car body produced by operating forces or impact, andwedge devices operable by the pads respectively to lift tr e bodyrelatively to the underframe, each wedge device including an uppermember on which the car body is supported, and. stop means between theouter ends of the upper members and the car body.

3. A railway car comprising: an underframe including bolsters supportedby wheeled trucks respectively; a car body overlying and movablelongitudinally relatively to the underframe; and cushioning units.between the car body and the ends of the bolsters respectively, eachunit including a bracket on the car body, a bracket on the bolster, apair of. vertically and longitudinally inclined elastic pads, deformableby compression and shear responsive to relative movements. between thebrackets produced by operating forces or impact, inclined beds forthe.pads secured on the bracket on a bolster, elements substantiallyparallel with the beds secured on the upper faces of the pads, wedgedevices on the pads for lifting the car body relatively to theunderframe, each including a top member on which the bracket on the carbody is supported and an end member, and abutments on the bracket on thecar body engaged by the end members.

4. A railway car comprising: an underframe including bolsters supportedby wheeled trucks respectively; a car body overlying and movablelongitudinally and vertically relatively to the underframe; andcushioning units between the car body and the ends of the bolstersrespectively, each unit including a bracket on the car body, a bracketon the bolster, a pair of oppositely vertically and longitudinallyinclined elastic pads deformable by compression and shear responsive torelative movements between the brackets produced by operating forces orimpact, inclined beds for the pads secured on the bracket on a bolster,elements substantially parallel with the beds secured on the upper facesof the pads, wedge devices on the pads, each including a top member onwhich the bracket on the car body is supported and an end member,abutments on the bracket on the car body engaged by the end member, onepad of each pair being actuated to lift the car body relatively to theunderframe by relative movement of the brackets in one direction and theother by opposite relative movement.

5. A railway oar comprising: an underframe including bolsters supportedby wheeled trucks, respectively; a car body overlying and movablelongitudinally and vertically relatively to the underframe; andcushioning units between the car body and the ends of the bolstersrespectively, each unit including a bracket on the car body, a bracketon the bolster, a pair of oppositely vertically and longitudinallyinclined elastic pads deformable by compression and shear responsive torelative movements between the brackets produced by operating forces orimpact, a pair of inclined beds for the pads secured on the bracket on abolster, elements substantially parallel with the beds secured on theupper faces of the pads, wedge devices on the pads for lifting the carbody relatively to the under frame, each including a top member on whichthe bracket on the car body is supported and an end member, andcushioned abutments on the bracket on the car body engaged by the endmembers, one pad of each pair being actuated to lift the car body byrelative movement of the brackets in one direction and the other byopposite relative movement.

6. A railway car comprising: an underframe supported by wheeled trucks;a car body overlying and movable longitudinally and verticallyrelatively to the underframe; cushioning units between the underframeand the body,

each including a pair of upwardly convergent vertically andlongitudinally inclined elastic pads deformable by shear and compressionresponsive to longitudinal move ment of the underframe relatively to thecar body produced by operating forces or impact, and wedge devices foractuating the pads respectively, and lifting the car body relatively tothe underframe by relative longitudinal movement of the underframe andthe body produced by impact or operating forces, each wedge deviceincluding an upper member on which the car body is supported and stopmeans between the inner ends of the upper members and the car body.

7. A railway car comprising: an underframe supported by wheeled trucks;at car body movable longitudinally and vertically relatively to theunderframe; and a cushioning unit for the car body including relativelymovable members on the underframe and the car body respectively and aresilient element on which the car body is loaded and between saidmembers, said members being provided with coacting means for deformingthe resilient element and lifting the car body relatively to theunderframe in response to impact and operating stresses applied to theunderframe.

8. A railway car comprising: an underframe supported by wheeled trucks;a car body movable longitudinally and vertically relatively to theunderframe; and a cushioning unit for the car body including relativelymovable members on the underframe and the car body respectively and aresilient element on which the car body is loaded and between saidmembers, said members being provided with coacting means for subjectingthe resilient element to compression and shear stresses for deforming itand lifting the car body relatively to the underframe.

9. A railway car comprising: an underframe supported by wheeled trucks;a car body movable longitudinally and vertically relatively to theunderframe; and a cushioning unit for the car body including relativelymovable members on the underframe and the car body respectively, and aresilient pad on which the car body is loaded and between said members,said members being provided with coacting means for deforming theresilient pad and lifting the car body relatively to the underframe inresponse to impact and operating stresses applied to the underframe.

10. A railway car comprising: an underframe supported by wheeled trucks;a car body movable longitudinally and vertically relatively to theunderframe; and a cushioning unit for the car body including relativelymovable members on the underframe and the car body respectively, and aresilient pad on which the car body is loaded and between said members,the pad being composed of sections of elastic material with platesinterlaid between the sections, said members being provided withcoacting means for deforming the resilient pad and lifting the car bodyrelatively to the underframe in response to impact and operatingstresses applied to the under frame.

11. A railway car comprising: an underframe supw ported by wheeledtrucks; a car body movable longitudinally an d vertically relatively tothe underframe; and

ing coacting wedge surfaces for deforming the resilient element andlifting the car body relatively to the underframe in response to impactand operating stresses applied to the underframe.

12'. A railway car comprising: an underframe supported by wheeledtrucks; a car body movable longitudinally and vertically relatively tothe underframe; and a cushioning unit for the car body including pairsof relatively movable members on the underframe and the car bodyrespectively and a resilient element on which the car body is loaded andbetween the members of each pair, one pair of said members beingprovided with coactingly arranged surfaces for deforming theintermediate resilient element and lifting the car body relatively tothe underframe in response to impact and stresses applied in onedirection to the underframe, the other pair of members being providedwith coacting surfaces arranged for deforming the intermediate resilientelement and lifting the car body in response to impact or operatingstresses applied to the underframe in the opposite direction.

13. A railway car comprising: an underframe supported by wheeled trucks;a car body movable longitudinally and vertically relatively to theunderframe; and a cushioning unit for the car body including pairs ofrelatively movable members on the underframe and the car bodyrespectively and a resilient pad on which the car body is loaded andbetween the members of each pair, one pair of said members beingprovided with coactingly arranged surfaces for deforming theintermediate pad and lifting the car body relatively to the underframein response to impact and operating stresses applied in one direction tothe underframe, the members of the other pair being provided withcoacting surfaces arranged for deforming the intermediate pad andlifting the car body in response to impact or operating stresses appliedto the underframe in the opposite direction.

" opposite directions to the a eas-teas 14. A. railway can comprising;an underframe. sup-- ported by wheeled trucks; at. car bodymovablelongitudinally and vertically relatively to the underframe; anda. cushioning unit for the car body including pairs of rela-- tivelymovable coacting members on the underframe and the car body respectivelyand a resilient pad. on which the car body is loaded and between themembers of each pair, one pair of said members being provided with,coacting surfaces arranged for deforming the intermediate resilient padand lifting the car bodyrelatively to the underframe in response toimpact and operating stresses applied in one direction to theunderframe, and the members of the other pair being provided withinclined wedge surfaces arranged for deforming the intermediate pad andlifting the car body in response to impact or operating stressesapplied. to the underframe in the opposite direction.

15. A railway car comprising: an underframe supported by wheeled trucks;a car body movable longitudinally and vertically relatively to theunderframe; and a cushioning unit for the car body including pairs. ofrelatively movable members on the, underframe and the. car bodyrespectively and a resilient element on which the car body is loadedbetween the members of each pair, each pair of said members beingprovided with coactingly arranged surfaces for deforming theintermediate resilient element and lifting the car body relatively tothe underframe in response to impact and operating stresses applied tothe underframe, and the pairs of members having upwardly divergentsurfaces arranged for deforming the intermediate resilient elements andlifting the car body in response to impact or operating stresses appliedin the underframe, respectively.

16. A railway car comprising: an underframe supported by wheeled trucks,a car body movable longitudinally and vertically relatively to theunderframe; and a cushioning unit for the car body including pairs ofrelatively movable members on the underfrarne and the car bodyrespectively and a resilient element on which the car body is loadedbetween the members of each pair, each pair of said members beingprovided with coactingly arranged surfaces for deforming one of theresilient elements and lifting the car body relatively to the underframein response to impact and operating stresses applied to the underframe,and pairs of members being provided with upwardly divergent wedgesurfaces arranged for deforming the intermediate resilient element andlifting the car body in response to impact or operating stresses appliedin the opposite directions to the underfrarne, respectively.

17. A railway car comprising: an underframe supported by wheeled trucks;a car body movable longitudinally and vertically relatively tocushioning unit for the car body including pairs of relatively movablecoactingmembers on the underframe and the car body respectively and aresilient pad between the members of each pair and on which the car bodyis loaded, each pair of said members being provided with coactinglyarranged surfaces for deforming their intermediate resilient pad andlifting the car body relatively to the underframe in response to impactand operating stresses applied to the underframe, the members of onepair being arranged to actuate one of, the resilient pads to lift thecar body in response to impact applied in one direction to theunderframe, the members of the other pair being arranged to deform theirintermediate pad in response to impact applied to the underframe in theopposite direction.

18. A railway car comprising: an nnderframe. sup.- ported by wheeledtrucks; a car body movable; longitudinally and vertically relatively tothe underframe; and a the underframe; and a cushioning unit for; the carbody including pairs of relatively movable members on the underframe andthe car body respectively and a resilient; pad on which the car body isloaded and betweenthe members of each pair, the pairs of said membersbeing provided with coacting surfaces arranged, for deforming theintermediate resilient pad and lifting the car body relatively to theunderframe in response to impact and operating stresses on the underfaceapplied opposite directions respectively, each pair of members beingarranged to unload its pad when the other pair is actuated. to lift thecar body.

19 A railway car comprising: an underframe supportedyby wheeled trucks;at car body movable longitudinally and vertically relatively to theunderframe; and cushioning units for the car body between the underframeand the car body adjacent the ends of the car respectively, each unitincluding a pair of coacting relatively movable members onthe underframcand, the car body respectively and a resilient element: bet-ween saidmembers and on which the Car body is loaded, each pair of said membersbeing provided with coacting means arranged to deform the. resilientelement and lift the car body relatively to the underframe in responseto impact and operating stresses applied to the underframe, and meansfor limiting the deformation of the resilient elements on one end of thecar relatively to. the resilient element at the other end of the car forproducing differential lift of the ends of the car body.

20. A railway car comprising:v an underframe supported by wheeledtrucks; a car body movable longitudinally and vertically relatively tothe underframe; and cushioning units for the car body between theunderframe and the car body adjacent the, ends of the car respectively,each unit including a pair of relatively movable coacting members on theunderframe and the car body respectively and a resilient element betweeneach pair of said members and on which the car body is loaded, each pairof members being provided with coactingly arranged means for deformingthe resilient element between them and lifting the. car body relativelyto the un derframe in response to impact and operating stresses applied,to the. underframe, and means for limiting the actuation of the pair ofmembers and the resilient element on one end of the car relatively toactuation of the members and the resilient member at-the other end ofthe car for producing differential lift of the ends of the car body.

21. A railway car comprising: an underframe supported by wheeled trucks;a car body movable longitudinally and vertically relatively to theunderframe; and cushioning units for the car body between the underframeand the car body adjacent the ends of the car respectively, each unitincluding a pair of relatively movable coacting members on theunderframe and the car body respectively and. a. resilient elementbetween each pair of said members and on which, the car body is loaded,each pair of members being provided with coactingly arranged means fordeforming the resilient element between them and lifting the car bodyrelatively to the underframe in response to impact, and operatingstresses applied to the underframe, and means for limiting the actuationof the unit at the end of the car remote from the end receiving theimpact for producing differential lift of the ends of the car body.

References (Iited in the file. of this patent UNITED STATES PATENTS1,484,954 Masury Feb. 26, 1924 2,208,626 Breer. July 23, 1940 2,259,049Swan et al'. Oct. 14, 1941 2,321,845 Nystrom et al. June 15, 1943

